berkeley



L. l. BERKELEY.

RAIL ANCHOR.

APPLICATION FILED IULY so. 1918.

1,303,238. Patented May13, 1919.

2 SHEETS-SHEET l.

'L. 1. BERKELEY.

RAIL ANCHOR.

APPLICATION FILED JULY 30.1918- Patented May 13, 1919.

2 SHEETS-SHEET 2- UNITED STATES PATENT OFEIOE.

LAURENCE a BERKELEY, OF ItAcINE, WISCONSIN, ASSIGNOR TO THE P a M COMPANY,

' OE CHICAGO, ILLINOIS, A CORPORATION or ILLINOIS.

RAIL-ANCHOR.

Specification of Letters Patent.

Patented May 13, 1919.

Application filed July so, 1918. Serial No. 247,405.

useful Improvements in Rail-Anchoraof'v which the following is a specification.

My invention relates to a device for preventing the longitudinal movement or creeping of railroad rails.

One of the primary Objects of the invention is to provide a novel and improved one piece anchor, by which is meant a device that, though it may consist of more than one part, is so constructed that it may be shipped and otherwise handled as one piece;

and, more particularly, to provide a onepiece anchor which will engage only one side of the rail base. A device of this character has the advantage of lightness, compactness and economy of manufacture. object of the invention is to provide a rail anchor for engaging one side only of the rail with means for securing the device to the rail in such manner that the engagement will be reliable and capable of withstanding the heavy stresses to which a rail anchor is subjected in service.

The invention will be more fully understood by reference to y the accompanying drawings showing a preferred embodiment of the invention, wherein Figure 1 is a side elevation of the device as applied to a railroad rail.

.Fig'. 2 is a plan view thereof. 7

Fig. 3 is a sectional view on line 3-3 of Fig. 2.

Figs. 4 and 5 are sectional views taken on the line 55 of Fig. 2, the former showing the device before and the latter after being fixed to'the rail, and

Fig. 6 is a perspective view of the anchor before application.

In the drawings it will be seen that the device is applied to one flange 10 of a rail 11, and is provided with upper and lower jaws 12, 13 which embrace the flange of the rail. It has also a depending flange 14 which lies against a tie. The jaws 12, 13 are preferably stiffened by one or more ribs 15, 16, the ribs being by preference continuous in order to suitably stiffen the bend at the junction between the two jaws.

The upper jaw 12 is formed with aper- A further tures 17 which extend through bosses 1,8 pressed or otherwise formed on the upper surface of the jaw. In the apertures are arranged spuds 19 made preferably of hard steel and formed with sharpened projections 20 on their lower ends. The spuds are preferably fixed tightly enough in the an chors so that they will not drop out when gllledanchors are shipped or otherwise han- The anchor is placed Over one edge of the base flange of the mil with the flange '14: against the cross tie 21, the anchor being preferably driven on the rail with a hammer to insure a tight fit. The spuds are then driven into the base flange of the rail by means, for example, of a rivet set 22 which acts to upset the metal of the bosses 18 over the spuds after the latter have been driven down, the upper ends of the spuds being tapered slightly, as indicated at 23, to facilitate this operation.

- Thus the anchor is permanently applied and cannot become loosened or displaced. It becomes, in effect, apart of the rail. The number and location of the fastening devices, the form, shape and size of the body of the anchor and. the character of metal of which the rail; the under side of said boss being flattened out against the surface of the rail when the spud is driven into the rail.

2. In a rail anchor, the combination of a rail engaging member and a spud therein havin a pointed end adapted to be driven into t e rail to hold said rail engaging member to the rail; the metal of the rail engaging member adjacent the spud being disposed so that it is upset Over the spud when the latter is driven into the rail.

3. In a rail anchor, the combination of a rail engaging) device formed with a perforation and a Oss surrounding the perforation, and a spud arranged in said perforation so that it may be driven into the rail and the adjacent metal of the boss upset over it.

4'. In a rail anchor, the combination of a rail engaging member provided with a tie abutting portion and a pair of rail base engaging jaws, and a pointed, hard metal spud extending through one of the jaws and adapted to be driven into the rail base.

5. In a rail anchor, the combination of a rail engaging member provided with a tie abutting portion and a pair of rail base engaging jaws, and a pointed, hard metal fastening device extending through one of the jaws and adapted to be driven into the rail base, said jaw being formed so that the metal adjacent the fastening device may be upset over said device when it is driven into the rail.

6. In a rail anchor, the combination of a a rail engaging member adapted to engage one side only of the rail and comprising a pair of base flange-engaging jaws and a tie-abutting flange, the upper jaw being perforated, and pointed spuds fixed in said perforations adapted to be driven into the rail base; the metal of the rail engaging mem ber adjacent the spuds being adapted to be displaced to prevent the removal of the spuds when the rail engaging member is in operative position.

7. In a rail anchor, the combination of a sheet metal elementbent to form a pair of rail engaging jaws and a tie-abutting flange, one of the jaws having a perforation, and a pointed hard metal spud fixed in said perforation so that it may be driven into the rail.

8. In an fiIltl-CIGPG1, the eombmatiom with a rail-engaging member provided with jaws adapted to engage the upper and lower faces of the base flange of a rail, the upper jaw being formed with a plurality of perforations and bosses surrounding said perforations; and pointed, hard metal spuds in said perforations adapted to be driven into the rail and the metal of the bosses upset over them.

LAURENCE J. BERKELEY. 

